Transmission for a hybrid drive arrangement, hybrid drive arrangement, vehicle, method for operating the hybrid drive arrangement, computer program and storage medium

ABSTRACT

The invention relates to a transmission ( 100 ) for a hybrid drive arrangement which can be coupled to two drive assemblies ( 7, 8 ), comprising an input shaft ( 10 ) and an output shaft ( 11 ), at least one first, second, third, fourth, fifth, sixth and seventh shifting element (SE 1 , SE 2 , SE 3 , SE 4 , SE 5 , SE 6 , SE 7 ), and at least one planetary gear ( 5 ). The input shaft can be coupled to a first transmission shaft ( 16 ) by means of the first shifting element (SE 1 ) and the input shaft can be coupled to a second transmission shaft ( 17 ) by means of the second shifting element (SE 2 ), and the first transmission shaft ( 16 ) can be coupled to the second transmission shaft ( 17 ) by means of the third shifting element (SE 3 ), and the first transmission shaft ( 16 ) can be coupled to the sun gear of the planetary gear ( 5 ) by means of the fourth shifting element (SE 4 ), the first transmission shaft ( 16 ) can be coupled to the ring gear of the planetary gear ( 5 ) by means of the fifth transmission shaft (SE 5 ), the second transmission shaft ( 17 ) can be coupled to the planet carrier of the planetary gear ( 5 ) by means of the sixth shifting element (SE 6 ) and the second transmission shaft ( 17 ) can be coupled to the sun gear of the planetary gear ( 5 ) by means of the seventh shifting element (SE 7 ), the output shaft ( 11 ) being coupled to the planet carrier of the planetary gear ( 5 ).

BACKGROUND OF THE INVENTION

The invention relates to a transmission for a hybrid drive arrangement.Furthermore, the invention relates to a hybrid drive arrangement havinga transmission, to a vehicle having a hybrid drive arrangement, and to amethod for operating the hybrid drive arrangement, and to a computerprogram and a machine-readable storage medium.

Transmissions for hybrid drive arrangements are known from the priorart. For example, WO2010/009943 A1 discloses a double clutchtransmission which makes the operation of a hybrid vehicle possible byway of internal combustion engine, by way of electric motor, and by wayof the two drive units together. Transmissions of this type are complex,heavy and expensive. There is a requirement for transmission topologieswith a reduced mechanical complexity, a decreased installation spacerequirement and a reduced weight.

In the following text, the term “coupled” or “attached” is used in thesense of a fixed connection. In contrast to this, the term “can becoupled” comprises both fixed and switchable connections within thecontext of the present description. If a switchable connection isspecifically meant, the corresponding shifting element is as a rulespecified explicitly, in particular a brake or a clutch. If, incontrast, a fixed, rigid or non-rotating connection is specificallymeant, the term “coupled” or “attached” is as a rule used and the use ofthe term “can be coupled” is dispensed with. The use of the term “can becoupled” without specification of a specific shifting element thereforeindicates the intentional inclusion of the two types. This distinctiontakes place solely for the benefit of improved comprehensibility and, inparticular, in order to clarify where the provision of a switchableconnection instead of a fixed connection or coupling which can as a rulebe realized more easily is absolutely necessary. The above definition ofthe term “coupled” or “attached” is therefore in no way to beinterpreted to be so narrow that couplings which are insertedarbitrarily for bypassing purposes are derived from its literal sense.

SUMMARY OF THE INVENTION

A transmission for a hybrid drive arrangement is provided, whichtransmission can be coupled to two drive units, having an input shaftand an output shaft, at least a first, second, third, fourth, fifth,sixth and a seventh shifting element, and at least one planetarytransmission, it being possible for the input shaft to be coupled bymeans of the first shifting element to a first transmission shaft, andit being possible for the input shaft to be coupled by means of thesecond shifting element to a second transmission shaft, and it beingpossible for the first transmission shaft to be coupled by means of thethird shifting element to the second transmission shaft, and it beingpossible for the first transmission shaft to be coupled by means of thefourth shifting element to the sun gear of the planetary transmission,and it being possible for the first transmission shaft to be coupled bymeans of the fifth shifting element to the internal gear of theplanetary transmission, it being possible for the second transmissionshaft to be coupled by means of the sixth shifting element to theplanetary carrier of the planetary transmission, and it being possiblefor the second transmission shaft to be coupled by means of the seventhshifting element to the sun gear of the planetary transmission, theoutput shaft being coupled to the planetary carrier of the planetarytransmission.

A transmission for a hybrid drive arrangement is provided. For theoperation of the hybrid drive arrangement, two drive units can becoupled to the transmission. The transmission comprises an input shaftand an output shaft, at least a first, second, third, fourth, fifth,sixth and seventh shifting element, and at least one planetarytransmission. The output shaft is coupled to the planetary carrier ofthe planetary transmission. Within the context of the description, acoupling is to be understood to mean a connection which is configuredrigidly, for example in one piece, for example by means of a shaft, orwith a fixed transmission or transmission stage. The input shaft can becoupled by means of the first shifting element to a first transmissionshaft. Furthermore, the input shaft can be coupled by means of thesecond shifting element to a second transmission shaft. The firsttransmission shaft can be coupled by means of the third shifting elementto the second transmission shaft. Furthermore, the first transmissionshaft can be coupled by means of the fourth shifting element to the sungear of the planetary transmission. Furthermore, the first transmissionshaft can be coupled by means of the fifth shifting element to theinternal gear of the planetary transmission. The second transmissionshaft can be coupled by means of the sixth shifting element to theplanetary carrier of the planetary transmission. Furthermore, the secondtransmission shaft can be coupled by means of the seventh shiftingelement to the sun gear of the planetary transmission. In particular,the output shaft can be coupled to an output. An output is, inparticular, at least one shaft or one axle which transmits the movementof the output shaft to the mechanical drive train of a vehicle, forexample to a differential or to a drive wheel. A transmission isadvantageously provided which transmits the rotational speed and thetorque which prevails at the input shaft to the output shaft inaccordance with the transmission ratios in the transmission in the caseof a closed first, third, fifth and seventh shifting element. In thecase of an open first, and in particular second, shifting element, theinput shaft is decoupled from the output shaft.

In another refinement of the invention, the transmission comprises aneighth shifting element which is set up to brake or to release the sungear of the planetary transmission.

An eighth shifting element is provided which can release or brake thesun gear of the planetary transmission, in particular can connect thesun gear of the planetary transmission to a fixed point or the housing,can couple, or can support the sun gear on the housing. The braking ofthe sun gear comprises the reducing of the rotational speed of the sungear, in particular as far as a standstill of the sun gear. Thereleasing of the sun gear comprises the releasing of the brake, with theresult that the sun gear accelerates in accordance with the forces whichact on the sun gear. In addition to the abovementioned operating modes,further operating modes can advantageously be set by way of theabove-described topology of the transmission with the first to eighthshifting element. Thus, if the eighth, first, fifth and sixth shiftingelement are closed and the remaining shifting elements are opened, thisadvantageously results in a further transmission between the input shaftand the output shaft. In the case of an additionally open first shiftingelement, the first drive unit is decoupled from the transmission, and adrive by means of the second drive unit is made possible.

In another refinement of the invention, the transmission comprises aninth shifting element which is configured to couple the internal gearof the planetary transmission to a fixed point.

A ninth shifting element is provided for the transmission, which ninthshifting element makes releasing or fixing of the internal gear of theplanetary transmission possible, in particular connecting of theinternal gear of the planetary transmission or supporting of theinternal gear of the planetary transmission on a fixed point or on ahousing of the transmission. The fixing of the internal gear of theplanetary transmission comprises the fixed, rigid fixing of thestationery internal gear of the planetary transmission. The releasing ofthe internal gear of the planetary transmission comprises the releasingof the fixing, with the result that the internal gear of the planetarytransmission accelerates in accordance with the forces which act on theinternal gear. In addition to the abovementioned operating modes,further operating modes can advantageously be set by way of theabove-described topology of the transmission with the first to ninthshifting elements. Thus, in the case of a closed ninth shifting elementin combination with a selection of the other shifting elements, threefurther transmission ratios result between the input shaft and theoutput shaft. In the case of an additionally open first shiftingelement, the first drive unit is decoupled from the transmission, and adrive by means of the second drive unit is made possible.

In another refinement of the invention, the fifth, sixth, seventh and/orthe ninth shifting element comprise/comprises a claw coupling.

The fifth, sixth, seventh and/or the ninth shifting element are/isconfigured as a claw coupling. The sixth and seventh or the ninth andfifth shifting element are either open or are closed in an alternatingmanner, that is to say are never closed at the same time. Therefore,said in each case two shifting elements can advantageously be actuatedin each case by means of an actuator and a selector fork or selectorrocker. To this end, the actuator actuates, in particular, threepositions: first-mentioned shifting element closed; both shiftingelements open; last-mentioned shifting element closed. A possibility forcontrollably coupling the components of the transmission isadvantageously provided.

In a further refinement of the invention, the first, second, thirdand/or the fourth shifting element comprise/comprises a clutch.

In order to connect individual components of the transmission, thefirst, second, third and/or the fourth shifting element are/isconfigured as a clutch. A clutch of this type can be, in particular, adry clutch, a wet clutch, a slipping clutch or a claw coupling.Possibilities for a controllable connection of the components of thetransmission are advantageously provided.

In another refinement of the invention, the eighth shifting elementcomprises a brake.

The eighth shifting element is configured as a brake, in particular as adry brake or wet brake or as a claw coupling which is configured as abrake. A possibility for controllably releasing and braking the sun gearof the planetary transmission is advantageously provided.

In another refinement of the invention, a first drive unit, inparticular an internal combustion engine, can be coupled to the inputshaft, and/or a second drive unit, in particular an electric machine,can be coupled to the first transmission shaft.

The first drive unit can be attached on the input shaft on the inputside. The second drive unit can be coupled to the first transmissionshaft. For generator operation of the second drive unit, for example anelectric machine, for example in order to charge a battery, the firstdrive unit or the internal combustion engine can advantageously beconnected to the electric machine by means of closing of the firstshifting element and opening of the other shifting elements. As analternative, the second and the third shifting element can also beclosed to this end. Since the two drive units are decoupled here fromthe output shaft and therefore no torque is transmitted to the outputshaft, said charging can take place in the case of an output shaft whichis at a standstill, for example, that is to say, for example, during thestandstill of a vehicle (standstill charging). In the case of an outputshaft which is, for example, at a standstill, a direct transmission ofthe rotational energy of the first drive unit to the second drive unitor vice versa is made possible, for example in order to start aninternal combustion engine.

Power-split operation of the transmission (eCVT mode) is made possibleby way of closing of the second, fifth and seventh shifting element andopening of the first, third, fourth, sixth, eighth and ninth shiftingelement. Here, the first drive unit acts on the sun gear of theplanetary transmission, and the electric machine acts on the internalgear of the planetary transmission, the planetary carrier of which isconnected to the output shaft. Here, the transmission ratio between theinput shaft and the output shaft can be varied continuously over a widerange by means of specification of a rotational speed or a torque of thesecond drive unit. Power-split operation (also called eCVT1 mode) isadvantageously made possible, in the case of which both the propulsionpower at the output shaft and the charging power for the generatoroperation of the electric machine can be set independently of oneanother. Charging at a standstill or in crawling mode (≥0 km/h toapproximately 10 km/h) and a smooth comfortable transition from thestandstill charging mode into the crawling charging mode and the drivingmode is advantageously made possible with a fixed transmission, that isto say in a fixed gear.

In the case of an open first and second shifting element, the seconddrive unit is connected in each case via one of the six fixedtransmission ratios to the output shaft, with the result that driving ofthe output shaft takes place only by means of the second drive unit withone of the six fixed transmission ratios. By means of (in particular,metered) closing of the third shifting element, the first drive unit canbe driven and, for example, can be started if the first drive unit is aninternal combustion engine while driving by means of the second driveunit.

There is also the possibility that the first drive unit is configured,for example, as an electric machine, and the second drive unit isconfigured, for example, as an internal combustion engine. In aconfiguration of this type, different functionalities and operatingmodes for the interaction of the components can result by means of thetransmission, which are not described further here.

In another refinement of the invention, the transmission ratios of thetransmission are changed without the traction force being interrupted.

Changing of the transmission ratios of the transmission, in particularshifting into another gear or into another operating mode of thetransmission, takes place without the traction force being interruptedif, in particular, for the change from one operating mode of thetransmission into another, one of the shifting elements retains itsstate, a second one of the shifting elements is transferred from aclosed state into an open state, and a third one of the shiftingelements is transferred from an open state into a closed state. Atransmission is advantageously provided, in the case of which changingof the gear stages without an interruption of the traction force is madepossible.

In another refinement of the invention, the transmission comprises anactuator for actuating at least one of the shifting elements in a mannerwhich is dependent on a predefined operating specification signal.

An actuator is provided which actuates at least one of the shiftingelements in a manner which is dependent on a predefined operatingspecification signal, for example a requested torque, a predefinedrotational speed, or a defined operating point of the drive unit. Saidparameters of the operating specification signal can be related to theoutput shaft of the transmission, to the input shaft, or to the shaftswhich are to be connected to the drive units. Control of thetransmission is advantageously made possible.

Furthermore, the invention relates to a hybrid drive arrangement havinga transmission, the hybrid drive arrangement comprising a second driveassembly and/or a pulse inverter, an electric energy source or a firstdrive unit.

A hybrid drive arrangement having an above-described transmission isprovided. The hybrid drive arrangement comprises a second driveassembly. In particular, the hybrid drive arrangement comprises a pulseinverter, an electric energy source and/or a first drive unit. Thesecond drive unit is coupled or connected, in particular, to the firsttransmission shaft. The pulse inverter is provided, in particular, forsupplying the second drive unit, in particular an electric machine. Tothis end, in particular, it converts the electric energy of an electricenergy source, for example a battery and/or a fuel cell. The first driveunit is coupled or connected, in particular, to the input shaft. Ahybrid drive arrangement which is set up for use in a vehicle isadvantageously provided.

Furthermore, the invention comprises a vehicle having a described hybriddrive arrangement. A vehicle which comprises a hybrid drive arrangementis advantageously provided.

Furthermore, the invention comprises a method for operating a hybriddrive arrangement having a transmission. The method comprises thefollowing steps:

determining of an operating specification signal;

actuating of at least one of the shifting elements in order to set thefunctionality of the transmission in a manner which is dependent on theoperating specification signal (BV).

A method for operating a hybrid drive arrangement having a transmissionis provided. Here, an operating specification signal is determined. Atleast one of the shifting elements is closed or opened in order to setthe functionality of the transmission or of a corresponding operatingmode in a manner which is dependent on the operating specificationsignal. The operating specification signal is predefined in a mannerwhich is dependent on an operating strategy, a driver request oraccelerator pedal, a battery management system or other systems whichare available, for example, in a vehicle. In a manner which is dependenton said operating specification signal, the shifting elements areactuated in order to set the corresponding functionality or theoperating mode of the transmission, in particular the clutches or brakesare closed or opened. The functionality of the transmission or theoperating mode are, in particular, the different transmission ratios ofthe various gear stages, or the various modes or operating modes, forexample generator operation of the second drive unit in the case of astationary output shaft or the eCVT mode. A method for operating ahybrid drive arrangement is advantageously provided.

Furthermore, the invention relates to a computer program which is set upto carry out the described method.

Furthermore, the invention relates to a machine-readable storage medium,on which the described computer program is stored.

It goes without saying that the features, properties and advantages ofthe transmission relate and/or can be applied accordingly to the hybriddrive arrangement, the vehicle and/or the method, and vice versa.Further features and advantages of embodiments of the invention resultfrom the following description with reference to the appended drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

In the following text, the invention is to be described in greaterdetail on the basis of some figures, in which:

FIG. 1 shows a diagrammatic illustration of the hybrid drive trainarrangement having a transmission,

FIG. 2 shows a shifting matrix of the transmission,

FIG. 3 shows a diagrammatically illustrated vehicle having a hybriddrive train arrangement, and

FIG. 4 shows a diagrammatically illustrated method for operating ahybrid drive train arrangement.

DETAILED DESCRIPTION

FIG. 1 shows a hybrid drive train arrangement 200 having a first driveunit 7, in particular an internal combustion engine, and a second driveunit 8, in particular an electric machine, and a transmission 100. Inparticular, the hybrid drive train arrangement comprises a pulseinverter 60 for supplying the second drive unit 8 with electric energy.Furthermore, the hybrid drive train arrangement 200 comprises, inparticular, an electric energy source 70 which is connected to the pulseinverter 60. The transmission 100 comprises the input shaft 10 and theoutput shaft 11. Furthermore, the transmission 100 comprises a planetarytransmission 5. Furthermore, the transmission 100 comprises nineshifting elements SE1 . . . SE9. The first shifting element SE1, inparticular a clutch, is set up to connect or to disconnect the inputshaft 10 to/from a first transmission shaft 16. The second shiftingelement SE2, in particular a clutch, is set up to connect or todisconnect the input shaft 10 to/from a second transmission shaft 17.The third shifting element SE3, in particular a clutch, is set up toconnect or disconnect the first transmission shaft 16 to/from the secondtransmission shaft 17. The fourth shifting element SE4, in particular aclutch, is set up to connect or disconnect the first transmission shaft16 to/from the sun gear of the planetary transmission 5. The fifthshifting element SE5, in particular a claw coupling, is set up toconnect or to disconnect the first transmission shaft 16 to/from theinternal gear of the planetary transmission 5. The sixth shiftingelement SE6, in particular a claw coupling, is set up to connect or todisconnect the second transmission shaft 17 to/from the planetarycarrier of the planetary transmission. The seventh shifting element SE7,in particular a claw coupling, is set up to connect or to disconnect thesecond transmission shaft 17 to/from the sun gear of the planetarytransmission 5. Furthermore, the transmission 100 can have an eighthshifting element SE8, in particular a brake, which is set up to brake orto release the sun gear of the planetary transmission. Furthermore, thetransmission 100 can have a ninth shifting element SE9. The ninthshifting element SE9, in particular a claw coupling, is set up to couplethe internal gear of the planetary transmission to a fixed point, forexample to support it on the housing (not shown) of the transmission100. Furthermore, the transmission is set up to be coupled or connectedto a first drive unit via the input shaft 10 for operation. To this end,FIG. 1 shows that the shaft of the drive unit 7 is connected to theinput shaft 10, in particular directly. The second drive unit 8, inparticular an electric machine, is connected to the first transmissionshaft 16 for the operation of the transmission 100, as shown in FIG. 1.For an optimization of the transmission ratios, the output shaft 11 isconnected, for example, to a differential 14, for example via an output12, in particular a spur gear set, via which differential 14 themovements are transmitted to the wheels 310. An actuator 50 is providedfor actuating the shifting elements, which actuator 50 carries out themethod for operating the hybrid drive arrangement having thetransmission. The control lines between the actuator 50 and theindividual shifting elements SE1 . . . SE9 are indicated merely as anarrow for reasons of clarity and are not shown completely. Thecommunication between the shifting elements SE1 . . . SE9 and theapparatus can take place by means of the control lines and also by meansof a bus system or in a wireless manner.

FIG. 2 shows a shifting matrix of the transmission. The individualshifting elements SE1 . . . SE9 are indicated in the columns, and anapproximate transmission ratio which results between one of the driveunits and the output shaft is shown in the last column by way ofexample. The different gear stages, gears or operating modes of thetransmission are indicated in the rows. Crosses in the shifting matrixshow which of the shifting elements have to be activated, in order thatthe corresponding gear or operating mode is set. Here, activation of theshifting elements means, in particular, that a clutch is closed or abrake is actuated, with the result that a force is transmitted via theclutch from one shaft to a further shaft or a force is transmitted bymeans of the brake to a fixed point, in particular the transmissionhousing. It can be seen from the shifting matrix that, depending on thecombination of the nine shifting elements, six gears G1 . . . G6 can beset, the first gear G1 having the highest transmission ratio and thesixth gear G6 having the lowest transmission ratio. In the case of thegears G1 . . . G6, a fixed rotational speed ratio in accordance with thetransmission ratio indicated in the last column preferably prevails ineach case between the first drive unit 7 and the output shaft 11. In thegears G1 . . . G6, the output shaft is driven either by the first driveunit 7 alone or together with the second drive unit 8. In particular,these are internal combustion engine or hybrid gears, for example if thefirst drive unit 7 is an internal combustion engine and the second driveunit 8 is an electric machine. Said gears also make it possible to raisethe load point of the internal combustion engine, with the result thatthe electric machine can be operated as a generator, and charging of abattery can take place during operation, in particular driving operationof a vehicle. The gears μl to E6 or operating modes, in which only thesecond drive unit 8 is connected to the output shaft 11, are also shownin the following lines of the matrix. To this end, in particular, thefirst shifting element SE1 has to be open, in order that there is noconnection to the first drive unit 7. This results, in particular, inthe electric motor gears, for example if the second drive unit is anelectric machine. A vehicle can advantageously be operated locallywithout emissions in said gears. The transmission ratios which areindicated in the shifting matrix result by way of example between thesecond drive unit 8 and the output shaft 11.

Closing of the second, fifth and seventh shifting element SE2, SE5, SE7and opening of the remaining shifting elements SE1, SE3, SE4, SE6, SE8,SE9 result in power-split operation, the eCVT1 mode which makes amutually independent propulsion power at the output shaft 11 andcharging power of the second drive unit 8 possible. In particular, saidoperating mode is suitable for hybrid driving off in the case of a lowbattery charging state, since stepless changing of the transmissionratios and therefore, in particular, stepless acceleration are possiblein the case of a simultaneous generator operation of the second driveunit 8.

A further mode CH1 (also called standstill charging) results if only thefirst shifting element SE1 is closed and the remaining shifting elementsSE2 . . . SE9 are open. Here, the drive units 7 and 8 are coupled to oneanother, there not being a connection to the output shaft 11. In saidoperating mode, the second drive unit 8 can be driven by means of thefirst drive unit 7 during the standstill of the output shaft, inparticular of a vehicle, in particular can be used in the manner of agenerator for charging an electric energy source 70, in particular abattery. As an alternative, the first drive unit 7 can also be driven bymeans of the second drive unit 8, and, for example, an internalcombustion engine start or a diagnosis of the internal combustion enginecan be carried out if the first drive unit 7 is an internal combustionengine and the second drive unit 8 is an electric machine.

FIG. 3 shows a vehicle 300 with wheels 310, the vehicle comprising ahybrid drive arrangement 200, as described above.

FIG. 4 shows a flow chart of a method 400 for operating a hybrid drivearrangement 200 having a transmission 100. The method starts with step405. In step 410, an operating specification signal BV is determinedand, in step 420, at least one of the shifting elements SE1 . . . SE9 isactuated in order to set the functionality of the transmission 100 in amanner which is dependent on the operating specification signal BV. Themethod ends with step 425. Here, the operating specification signal BVis either a parameter for a physical variable in the transmission 100,such as a torque or a rotational speed or a power output to betransmitted which is to prevail at or to be transmitted to a componentof the transmission 100. Said components are, in particular, the inputshaft 10, the output shaft 11, but also the parameters at the driveunits 7, 8 or the shifting elements SE1 . . . SE9. Moreover, theoperating specification signal BV can also represent a defined operatingmode such as one of the six gears G1 . . . G6 or the six gears μl . . .E6 which are operated only by way of the second drive unit, or else canrepresent the special functions eCVT1 or standstill charging CH1. In amanner which is dependent on said operating specification signal BV, theshifting elements SE1 . . . SE9 are actuated in accordance with theshifting matrix, in order to shift the transmission 100 into thecorresponding gear or operating mode. For a shift between the individualgears or operating modes with no interruption of the tractive force, itis necessary that one of the shifting elements SE1 . . . SE9 retains itsstate before and after the shifting operation, a further shiftingelement moving during the shifting from the open into the closed state,whereas another shifting element moves from the closed into the openstate.

1. A transmission (100) for a hybrid drive arrangement, the transmission(100) configured to be coupled to two drive units (7, 8), and thetransmission comprising: an input shaft (10) and an output shaft (11),at least a first, second, third, fourth, fifth, sixth and a seventhshifting element (SE1, SE2, SE3, SE4, SE5, SE6, SE7), and a planetarytransmission (5), the transmission further configured to couple theinput shaft to via the first shifting element (SE1) to a firsttransmission shaft (16), and couple the input shaft to via the secondshifting element (SE2) to a second transmission shaft (17), and couplethe first transmission shaft (16) via the third shifting element (SE3)to the second transmission shaft (17), and couple the first transmissionshaft (16) to the fourth shifting element (SE4) to the sun gear of theat least one planetary transmission (5), and couple the firsttransmission shaft (16) via the fifth shifting element (SE5) to theinternal gear of the planetary transmission (5), couple the secondtransmission shaft (17) via the sixth shifting element (SE6) to theplanetary carrier of the planetary transmission (5), and couple thesecond transmission shaft (17) to via the seventh shifting element (SE7)to the sun gear of the planetary transmission (5), the output shaft (11)being coupled to the planetary carrier of the planetary transmission(5).
 2. The transmission as claimed in claim 1, further comprising aneighth shifting element (SE8) which is set up to brake or to release thesun gear of the planetary transmission (5).
 3. The transmission asclaimed in claim 1, further comprising a ninth shifting element (SE9)configured to couple the internal gear of the planetary transmission (5)to a fixed point.
 4. The transmission as claimed in claim 1, wherein atleast one selected from the group consisting of the fifth, sixth,seventh, and ninth shifting element (SE5, SE6, SE7, SE9) comprises aclaw coupling.
 5. The transmission as claimed in claim 1, wherein atleast one selected from the group consisting of the first, second,third, and fourth shifting element (SE1, SE2, SE3, SE4) comprises aclutch.
 6. The transmission as claimed in claim 2, wherein the eighthshifting element (SE8) comprises a brake.
 7. The transmission as claimedin claim 1, further configured to couple an internal combustion engineto the input shaft (10), and an electric machine, to the firsttransmission shaft (16).
 8. The transmission as claimed in claim 1,further configured to change transmission ratios of the transmission(100) without the traction force being interrupted.
 9. The transmissionas claimed in claim 1, further comprising an actuator (50) for actuatingat least one of the shifting elements (SE1 . . . SE9) in a manner whichis dependent on a predefined operating specification signal (BV).
 10. Ahybrid drive arrangement (200) comprising: transmission (100) configuredto be coupled to two drive units (7, 8), and having an input shaft (10)and an output shaft (11), at least a first, second, third, fourth,fifth, sixth and a seventh shifting element (SE1, SE2, SE3, SE4, SE5,SE6, SE7), and a planetary transmission (5), the transmission furtherconfigured to couple the input shaft to via the first shifting element(SE1) to a first transmission shaft (16), and couple the input shaft tovia the second shifting element (SE2) to a second transmission shaft(17), and couple the first transmission shaft (16) via the thirdshifting element (SE3) to the second transmission shaft (17), and couplethe first transmission shaft (16) to the fourth shifting element (SE4)to the sun gear of the at least one planetary transmission (5), andcouple the first transmission shaft (16) via the fifth shifting element(SE5) to the internal gear of the planetary transmission (5), couple thesecond transmission shaft (17) via the sixth shifting element (SE6) tothe planetary carrier of the planetary transmission (5), and couple thesecond transmission shaft (17) to via the seventh shifting element (SE7)to the sun gear of the planetary transmission (5), the output shaft (11)being coupled to the planetary carrier of the planetary transmission(5); and a second drive unit (8), a pulse inverter (60), an electricenergy source (70), a first drive unit (7), or a combination of thesame.
 11. A vehicle (300) having a hybrid drive arrangement (200) asclaimed in claim
 10. 12. A method (400) for operating a hybrid drivearrangement (200) having a transmission (100) as claimed in claim 1,comprising the steps: determining (410) of an operating specificationsignal (BV) actuating (420) of at least one of the shifting elements(SE1 . . . SE9) in order to set the functionality of the transmission(100) in a manner which is dependent on the operating specificationsignal (BV).
 13. (canceled)
 14. A non-transitory, computer readablestorage medium comprising instructions which when executed by a computercause the computer to control a transmission (100) configured to becoupled to two drive units (7, 8), and having an input shaft (10) and anoutput shaft (11), to couple the input shaft to via a first shiftingelement (SE1) to a first transmission shaft (16), and couple the inputshaft to via a second shifting element (SE2) to a second transmissionshaft (17), and couple the first transmission shaft (16) via a thirdshifting element (SE3) to the second transmission shaft (17), and couplethe first transmission shaft (16) to a fourth shifting element (SE4) tothe sun gear of the at least one planetary transmission (5), and couplethe first transmission shaft (16) via a fifth shifting element (SE5) tothe internal gear of the planetary transmission (5), couple the secondtransmission shaft (17) via a sixth shifting element (SE6) to theplanetary carrier of the planetary transmission (5), and couple thesecond transmission shaft (17) to via a seventh shifting element (SE7)to the sun gear of the planetary transmission (5), the output shaft (11)being coupled to the planetary carrier of the planetary transmission(5).